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AERONAUTICAL COMMUNICATION

AERONAUTICAL COMMUNICATION. CONTENTS. 1. INTRODUCTION 2. TECHNICAL OVERVIEW 3. CABIN ARCHITECTURE 4. SATELLITE CONNECTION 5. SERVICE INTEGRATOR 6 . INTERFERENCE 7 . COLLECTIVELY MOBILE HETEROGENEOUS NETWORK 8 . CONCLUSION 9 . REFERENCE. INTRODUCTION.

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AERONAUTICAL COMMUNICATION

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  1. AERONAUTICAL COMMUNICATION

  2. CONTENTS 1. INTRODUCTION 2. TECHNICAL OVERVIEW 3. CABIN ARCHITECTURE 4. SATELLITE CONNECTION 5. SERVICE INTEGRATOR 6. INTERFERENCE 7. COLLECTIVELY MOBILE HETEROGENEOUS NETWORK 8. CONCLUSION 9. REFERENCE

  3. INTRODUCTION The demand for making air traveling more pleasant, secure and productive for passengers is one of the winning factors for airlines and aircraft industry. Current trends are towards high data rate communication services, in particular Internet applications. In an aeronautical scenario global coverage is essential for providing continuous service. Therefore satellite communication becomes indispensable, and together with the ever increasing data rate requirements of applications, aeronautical satellite communication meets an expansive market.

  4. Wireless Cabin is looking into those radio access technologies to be transported via satellite to terrestrial backbones . The project will provide UMTS services, W-LAN IEEE 802.11 b and Blue tooth to the cabin passengers. With the advent of new services a detailed investigation of the expected traffic is necessary in order to plan the needed capacities to fulfill the QoS demands. This paper will thus describe a methodology for the planning of such system.

  5. In the future, airliners will provide a variety of entertainment and communications equipment to the passenger. Since people are becoming more and more used to their own communications equipment, such as mobile phones and laptops with Internet connection, either through a network interface card ordial-in access through modems, business travelers will soon be demanding wireless access to communication services.

  6. TECHNICAL OVERVIEW UMTS- The Universal Mobile Telecommunication System (UMTS) is the third generation mobile communications system being developed within the IMT -2000 framework. UMTS will build on and extend the capability of today‘s mobile technologies (like digital cellular and cordless) by providing increased capacity, data capability and a far greater range of services.

  7. BLUETOOTH-Bluetooth operates in the unlicensed 2.4--GHz ISM (industrial, scientific and medical) band and uses a frequency- hopping spread spectrum (FHSS) technique to minimize interference. A Bluetooth unit has a nominal range of approximately 10 meters. Two or more Bluetooth units sharing the same channel form a piconet. Each piconet consists of a master unit and up to seven active slave units. To be a part of more than one piconet a unit called inter-piconet unit (gateway) is required.

  8. IEEE802.11b- Wireless local area networking (WLAN) radio technology provides superior bandwidth compared to any cellular technology. The IEEE 802.11b standard offers a maximum throughput of 6.5 Mbps working in the same 2.4- GHz ISM band as Bluetooth by the use of direct sequence spread spectrum (DSSS). WLANs were originally intended to allow local area network (LAN) connections where premises wiring systems were inadequate to support conventional wired LANs, but they were later identified with mobility. A WLAN cell is formed by an AP and an undefined number of users in a range from approximately 20 to more than 300 m ( 100 m. in indoor environments) that access the AP through network adapters (NAs ), which are available as a PC card that is installed in a mobile computer.

  9. WIRELESS CABIN ARCHITECTURE So far, GSM telephony is prohibited in commercial aircraft due to the uncertain certification situation and the expected high interference levels of the TDMA technology. With the advent of spread spectrum systems such as UMTS and W-LAN, and low power pico-cell access such as Blue tooth this situation is likely to change, especially if new aircraft avionics technologies are considered, or if the communications technologies are in line with aircraft development as today.

  10. When wireless access technologies in aircraft cabins are envisaged for passenger service, the most important standards for future use are considered to be: UMTS with UTRAN air interface, Blue tooth, and W-LAN IEEE 802.11 b. Of course, these access technologies will co-exist with each other, beside conventional IP fixed wired networks. The wireless access solution is compatible with other kinds of IFE, such as live TV on board or provision of Internet access with dedicated installed hardware in the cabin seats. Hence, it should not be seen as an alternative to wired architecture in an aircraft, but as a complementary service for the passengers.

  11. SATELLITE CONNECTION Connection to telecom networks is considered to be achieved by satellites with large coverage areas especially over oceanic regions during long-haul flights. The service concept needs to take into account today's peculiarities of satellite communications, thus it must cope with the available or in near future available satellite technology, and inter working must be performed at aircraft interface level with the satellite segment. Currently, few geostationary satellites such as the In mars at fleet are available for two-way communications, that cover the land masses and the oceans. Ku-band may be used on a secondary allocation basis for aeronautical mobile satellite services (AMSS) but bandwidth is scarce and coverage is mostly provided over continents. K/Ka-band satellites will be launched in the near future, again here continental coverage is mainly intended.

  12. SERVICE INTEGRATOR The different wireless access services of UMTS, W-LAN and Bluetooth require an integration of the services over the satellite. The central part of the service portfolio provisioning is the service integrator (SI). The service integrator will provide the interfaces for the wireless and wired service access points in the cabin, as well as the interface to the terrestrial networks at aircom provider site. All services will be bundled and transported between a pair of Service Integrators. It performs the encapsulation of the services and the adaptation of the protocols.

  13. INTERFERENCE Once the earlierdescribed measurements finish, four types of interferences within the CMHN have to be studied: the co-channel interference among the terminals of the same wireless access segment, the inter- segment interference between terminals of different wireless networks, the cumulative interference of all simultaneous active terminals with the aircraft avionics equipment and the interference of the CMHN into terrestrial networks. From the co-channel interference analysis the re-use distance and there-use frequency factor for in-cabin topology planning will be derived. For this reason it is important to consider different AP locations during the measurements.

  14. It is not expected to have major problems due to interference from UMTS towards WLAN and Bluetooth, thanks to the different working frequency. On the other hand, particular interest has to be paid in the interference between Bluetooth and WLAN .Due to the market acceptance of Bluetooth and WLAN, there is a special interest of designers and portable data devices manufacturers to improve the coexistence of the two standards. There are many studies showing the robustness and the reliability of Bluetooth in presence of WLAN and vice versa.

  15. COLLECTIVELY MOBILE HETEROGENEOUS NETWORK The concept of having several users, which are collectively on the move forming a group with different access standards into this group, is called Collectively Mobile Heterogeneous Network (CMHN). In such a scenario one can find two types of mobility and two types of heterogeneity: the mobile group itself and the user mobility inside the group from one side, and heterogeneous access segments and heterogeneous user access standards from the other side. The aircraft cabin represents a CMHN supporting three types of wireless (user mobility) access standards (heterogeneous user access) inside an aircraft (the mobile group) using one or more satellite access segments.

  16. CONCLUSION From the users point of view, their service acceptance will be increased by the following facts: they can be reached under their usual telephone number, they may have available telephone numbers or other data stored in their cell phones or PDAs, their laptops have the software they are used to, the documents they need and with their personalized configuration (starting web site, bookmarks, address book). In addition, since users in an aircraft are passengers, the electronic devices they carry with them is wireless, like laptops with WLAN interface.

  17. Currently, one of the major IFE costs is due to film copies and delivery expenses of new movies. This could be reduced if other broadband services were offered to passengers via satellite. Anyway, the wireless access solution is not replacing other kinds of IFE, such as TV on board or provision of Internet access with dedicated installed hardware in the cabin seats. Hence, it should not be seen as an alternative to a wired architecture in aircraft, but as an added service for passengers.

  18. REFERENCE • Passenger Multimedia Service Concept Via Future Satellite System By A. Jahan, M. Holzbock. • Institute of Communication and Navigation, Germany IEE Communication Magazine, July 2003 • www.inmarsat.com/swift64 • www.wirelesscabin.com • Wireless mobile communication by William Feher

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